WWI Digest 861
Topics covered in this issue include:
1) Re: 1/72 FE-8
by DavidL1217
2) Caproni Ca.3
by Eric Hotz
3) Re: Caproni Ca.3
by bshatzer@orednet.org (Bill Shatzer)
4) Re: Dh-1A
by "Don RInker"
5) Re: Fokker Ersatz Wheels
by Riordan and Michelle Goodwin
6) Re: Methuen, Fe-8, SPAD XIII (Italian)
by "Tom Werner Hansen"
7) Re: Dh-1A
by "Sandy Adam"
8) Re: Active & Passive Undersides
by "Sandy Adam"
9) Re: Active & Passive Undersides
by "Sandy Adam"
10) Another Franks Book
by kevinkim@interlog.com (Kevin & Kimberley Barrett)
11) More SPAD info requested
by "Patrick Gilmore"
12) Re: Early Nieuport help
by KarrArt
13) Re: More SPAD info requested
by KarrArt
14) Revell Sopwith Tripe notes
by Riordan and Michelle Goodwin
15) Re: More SPAD info requested
by Charles Hart
16) not forgetful!
by KarrArt
17) Article
by Dave Watts
18) Re: Dh-1A
by "Gillian & Ray Boorman"
19) Re: Early Nieuport help
by mbittner@juno.com
----------------------------------------------------------------------
Date: Sat, 24 Jan 1998 01:05:35 EST
From: DavidL1217
To: wwi
Subject: Re: 1/72 FE-8
Message-ID: <67fb09ba.34c984b1@aol.com>
The Scale planes kits were produced. Check, perhaps with Ray Rimell regarding
UK sources.
------------------------------
Date: Fri, 23 Jan 1998 22:06:00 -0700
From: Eric Hotz
To: wwi
Subject: Caproni Ca.3
Message-ID:
I was just read that three squadrons of Caproni Ca.3's fought in France.
Would anyone know if these were French or Italian crewed aircraft, and if
these aircraft operated with Italian markings or French (or a mix?). The
over all commander was a Captian DeRiso - is he French or Italian?
Eric Hotz
------------------------------
Date: Fri, 23 Jan 1998 22:44:27 -0800
From: bshatzer@orednet.org (Bill Shatzer)
To: wwi
Subject: Re: Caproni Ca.3
Message-ID: <199801240644.AA05848@ednet1.orednet.org>
Eric Hotz writes:
>
>I was just read that three squadrons of Caproni Ca.3's fought in France.
>Would anyone know if these were French or Italian crewed aircraft, and if
>these aircraft operated with Italian markings or French (or a mix?). The
>over all commander was a Captian DeRiso - is he French or Italian?
Actually, both, I think.
The French had at least two units (CAP 115 and CAP 130) equipped
with a combination of Italian-built and French license-built
Caproni bombers. These two units were formed into GB 2 which
I think stands for "Groupe de Bombardement" or some such.
GB 2 was, so far as I'm aware, all crewed by French personnel
and all its aircraft carried French insignia.
In early 1918, the Italians sent the 18th Gruppo consisting
of squadriglia 5a, 14a, and 15a to the western front to operate
with the French Capronis. The 18th Gruppo and GB 2 were formed
into a unit known as "Groupement Villome`" after its French
commander. Again, so far as I know, the Italian 18th Gruppo
was all crewed by Italian personal and carried Italian insignia.
I've no reference on Captian ("capitaine"? "capitano"?) DeRiso
although the name does sound more Italian than French.
Cheers and all,
--
Bill Shatzer - bshatzer@orednet.org
"This is the West, sir. When the legend becomes fact, print the legend."
------------------------------
Date: Sat, 24 Jan 1998 10:48:06 -0500
From: "Don RInker"
To:
Subject: Re: Dh-1A
Message-ID: <01bd28df$764b3420$90745fcc@default>
-----Original Message-----
From: Gillian & Ray Boorman
> The modeler was a very good builder and the Triplane was the end product
>of two years work. Since there were bound to be problems on first flight
>he got the club expert to fly it and get it basically trimmed out. (This is
>where you do a quick go around to get the basic trim set up). Anyway after
>doing engine check's, radio checks, running the DRi up and down the grass
>strip, checking the servo's were not reversed, and all the other things you
>do before any first flight, they were set. Everyone was watching, and I
>must say it was an impressive sight. Bright red Triplane sitting at the end
>of the strip engine ticking over. Looked just like the real thing even down
>to a Model Manfred in the cockpit complete with flying scarf. Off it rolled
>down the strip, took off and flew just fine they did a couple of go rounds
>getting the trim set up on the radio. At this point its usually wise to
come
>back in since its not uncommon to have something come loose. The club
>expert decide things were going fine so he did some mild stunts. Which on a
>biplane or in this case Tripane look spectacular, they are so maneuverable.
>He finished by flying inverted up the landing strip at around 20 feet or
so.
>Unfortunately he really did finish, one of the struts either collapsed or
>came away taking the top wing on one side with it. Net result was the plane
>hit the ground at full speed engine first. Two years work and an awful lot
>of money down the drain in a three minute flight.
>
>So I think I'll stick to my shelf sitters. I've only got six year old kids
>and cats to worry about there!
Great horror story!! That oughta keep everybody sufficiently scared... ;-)
If the "expert" was any kind of a gentleman, he would have replaced the
plane
or made it up in cash. That sort of "test" flight was totally irresponsible.
Ive never
seen or heard anything like that in twenty years of R/C.
Our club policy has always been, cause a crash, pay the victim..
------------------------------
Date: Sat, 24 Jan 1998 09:14:40 -0800
From: Riordan and Michelle Goodwin
To: wwi
Subject: Re: Fokker Ersatz Wheels
Message-ID: <34CA2180.4CA8@ricochet.net>
Patrick Padovan wrote:
>
> Dear Matt: I believe there was a previous discussion of these wheels on
> the list, in which somebody said that they were wooden wheels, like those
> used on planes in factories when they were being constructed. I guess the
> idea was to save on precious rubber until the plane was finished. Anyway,
> I'm quoting from memory here, not declaring this as a fact! I haven't seen
> the wheels myself.
I remember reading/seeing somewhere that these wheels were sometimes
used on planes in training units, with the same idea of conserving
precious rubber for operational units.
Cheers,
Toby (A new one!)
--
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This e-mail has been brought to you by
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http://www.silkroadjewels.com
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------------------------------
Date: Fri, 23 Jan 1998 18:52:45 +0100
From: "Tom Werner Hansen"
To:
Subject: Re: Methuen, Fe-8, SPAD XIII (Italian)
Message-ID: <199801240916.KAA28256@d1o211.telia.com>
At least the boxed collection ESCI called The Red Baron's Circus included
Baracca's SPAD XIII.
Has anybody built this one? Anything wrong with it apart from the
corrugated wings? Not quite as bad as the Airfix offering, but still.
Tom
----------
> From: James Gibbons
> To: Multiple recipients of list
> Subject: Methuen, Fe-8, SPAD XIII (Italian)
> Date: 23. januar 1998 14:13
>
> My thanks to everyone who helped me by answering these ywo questions. Oh
> well the good news is there is an available cross-reference, the bad news
> sounds like I won't be using it for the colors on an FE-8 anytime soon.
>
> Also as a side not to Shane.... I believe the final boxed version of
> ESCI's 1/72 Spad XIII came with Italian markings didn't it?
>
> Thanks again,
>
> James Gibbons
>
>
------------------------------
Date: Sat, 24 Jan 1998 12:05:15 -0000
From: "Sandy Adam"
To:
Subject: Re: Dh-1A
Message-ID: <199801241139.LAA23652@beryl.sol.co.uk>
My brother is an R/C fanatic and his current project is a colossal
Swordfish. He lives near the mouth of the River Tay and flies seaplanes off
the water on calm days. I was with him one day with a beautiful 6-foot span
Walrus which he let get out of range and we both watched the damned thing
disappear to a speck out towards the North Sea. I suppose thats carrying
realism to the ultimate but....
Sandy
------------------------------
Date: Sat, 24 Jan 1998 11:58:30 -0000
From: "Sandy Adam"
To:
Subject: Re: Active & Passive Undersides
Message-ID: <199801241139.LAA23649@beryl.sol.co.uk>
> Dear Sandy: Welcome back! How was the castle?
> Regards, Patrick
Great Patrick. Thanks for asking.
16th-century oak-panelled dining room with walk-in fireplace which we had
to ourselves - and hit the bull's-eye because we had Microsoft Europe do a
presentation to us Thursday afternoon, who liked the place so much that
they are going to do their Spring roll-out there.
The owners couldn't do enough after that and gave a bottle of
Pouilly-Fuisse each at dinner that night! Friday morning was a blur!
Sandy
------------------------------
Date: Sat, 24 Jan 1998 12:34:47 -0000
From: "Sandy Adam"
To:
Subject: Re: Active & Passive Undersides
Message-ID: <199801241139.LAA23655@beryl.sol.co.uk>
> Incidentally, what may be "airworthy" on a stable BE-2C in which a "fast
> dive" wouldn't scare my granny, would never go up on a more agile
> aircraft lest it come down in bits.
> Shane
Douglas sets his book in chronological order but breaks off in every
chapter to discuss various extended topics. Whilst discussing his famous
battle with Immelman and Boelcke, for example, he moves back to their first
flights and continues forward to the post war myths engendered by their
German biographers. It is not safe therefore to infer that the comments
about slack fabric only refer to BE2s (which my caption probably implied).
He of course moved on to SE5s after this.
The use of the words "quite often" clinches it for me. He implies it was a
relatively regular occurence. I have always thought that the extreme range
of temperatures and humidity in France must have a noticable effect on
doped fabric in tented hangars and Douglas's comments confirm this for me.
Having been given the epithet "Conan the Barbarian" for my views on that
creep Richthofen, I am endeavouring not to be controversial for at least
one day and Shane's view is well thought through. But I quoted Douglas to
show that there is an opposing view which has first-hand documented
support. Believe whichever you will.
Sandy
------------------------------
Date: Sat, 24 Jan 1998 11:33:52 -0500
From: kevinkim@interlog.com (Kevin & Kimberley Barrett)
To: wwi
Subject: Another Franks Book
Message-ID:
To the List,
Boy, Mr. Franks et al can sure churn out material. His latest book arrived
at my local store this week, and if you haven't seen it, it's called Under
the Guns of the German Aces (or something like that). It follows the same
format as his excellent Under the Guns of the Red Baron. He covers the
combat reports of four aces, Immelmann, Goering, Voss and Lothar von
Richtofen, along with their victims' bios (no doubt a lot of "He was 19
when he was shot down.").
I didn't notice whether the book had colour plates similar to those found
in the Red Baron book - I didn't see any in my flip through (which doesn't
mean they weren't there).
In any event, it's nice to see books like this come out - and Franks is a
prolific author.
Kevin Barrett.
------------------------------
Date: Sat, 24 Jan 1998 13:40:41 -0500
From: "Patrick Gilmore"
To:
Subject: More SPAD info requested
Message-ID: <199801241845.NAA19008@sulaco.novagate.net>
I am working on a SPAD XIII in USAS colors and was wondering what the
correct color of blue is for the roundels? Every decal sheet I have has a
very different shade of blue ranging from french "lightish" blue, a mid
bright blue to a very dark navy blue. This last is on the Aeromaster 1/48th
SPAD collection which I am using the 22nd Aero markings for this project. I
know there was much variation in the colors during the Nieuport28 period,
but I thought by the time the SPAD was in wide-scale US squadron use that
there was a more-or-less official set of colors for the national markings.
Someone recently mentioned an article on the 22nd Aero in C&C magazine but
I lost the e-mail. Could someone let me know what issue that was and also
if there is any source for getting my hands on a copy of this?
Also, a back issue of Over the Front magazine I have has an excellent
article on the 94th squadron N28s in Toul. In this article it mentions that
there would be a second part in a future issue that would deal with the
94ths SPADs. Does anyone know if this article was ever done?
Thanks,
Patrick Gilmore
------------------------------
Date: Sat, 24 Jan 1998 16:38:07 EST
From: KarrArt
To: wwi
Subject: Re: Early Nieuport help
Message-ID: <6a5553ac.34ca5f41@aol.com>
In a message dated 98-01-22 10:07:49 EST, you write:
<< I'm trying to figure out the early green/olive camo scheme on early
Nieuports for the Chateau Johnson Nie.11/16 I'm finishing up. I can't
find where the color demarcations are for the wings and horizontal tail.
Can anybody provide help? Bob P.? TIA!
Matt Bittner
>>
If it's not too late, I've found a couple of shots that show early Nieuport
2-color camouflage. You might already have them-Nieuport 11 #1135 in German
hands from C&C US V10 #3.This same picture was in a later Winsock but the C&C
print has much better contrast and it's easier to see the demarcations.This
plane has some kind of torch-like insignia on the side
The other shot is from Winsock V9 #6 and shows a N.12.
Both pics are from the rear and reveal somewhat of the pattern on the top of
the wings.
Let me know
Robert
------------------------------
Date: Sat, 24 Jan 1998 16:38:06 EST
From: KarrArt
To: wwi
Subject: Re: More SPAD info requested
Message-ID:
In a message dated 98-01-24 13:45:30 EST, you write:
<< I am working on a SPAD XIII in USAS colors and was wondering what the
correct color of blue is for the roundels? Every decal sheet I have has a
very different shade of blue ranging from french "lightish" blue, a mid
bright blue to a very dark navy blue. This last is on the Aeromaster 1/48th
SPAD collection which I am using the 22nd Aero markings for this project. I
know there was much variation in the colors during the Nieuport28 period,
but I thought by the time the SPAD was in wide-scale US squadron use that
there was a more-or-less official set of colors for the national markings.
Someone recently mentioned an article on the 22nd Aero in C&C magazine but
I lost the e-mail. Could someone let me know what issue that was and also
if there is any source for getting my hands on a copy of this?
Thanks,
Patrick Gilmore>>
I've got some stuff- give me a day or two and see what's what.I'll check out
the US blue and I've got the C&C with the 22nd Aero markings!
Robert
------------------------------
Date: Sat, 24 Jan 1998 11:22:38 -0800
From: Riordan and Michelle Goodwin
To: wwi
Subject: Revell Sopwith Tripe notes
Message-ID: <34CA3F7E.B9D@ricochet.net>
In case anyone's interested, I'm finally nearing completion on this one.
There are a few things one needs to be aware of, so here goes:
Fabric texturing. Yuck. Either spend many hours sanding away &
reapplying wing rib detail or apply several thick coats of primer or
Mister Surfacer to at least partially obscure it. Cockpit opening needs
to be reshaped and Vickers needs repositioning further aft, as well as
feed & ejection chutes. Add cockpit detail. My kit was apparently a 1980
molding, and so the cowling/upper deck was a bit sunken and the slot for
the Vickers as well as misplaced was oversized. Fill in slot, add putty
to taste, recontour, sand smooth, etc. Add new slot at leading edge of
cockpit. Discard anemic prop & engine if needed for Aeroclub upgrades
(these two things greatly enhance appearance of a $4.00 kit, and
Aeroclub Clerget may be easily weathered unpainted with a wash of dk
brown to simulate burnt castor oil). Tailskid/rudder post will need to
be replaced/added. Note that tailskid is steerable, and so has its own
'crank and cables under fuselage. Check lengths of all struts against
plans, they may be a bit long. Wings may have to be cut at roots to add
correct dihedral. Note clear inspection 'windows' on lower plane need to
be added. My want to assemble wings starting with center section struts,
add interplane struts & middle wings assembled as a unit (but not dry,
as there may be adjusting) finally adding top wing when everything else
is aligned. Using cyano for this may be a bit tricky, but then you're
almost certainly a more skilled or meticulous modeler than I, having
made a jig for wing assembly beforehand. Drill all rigging holes before
assembly but after painting, as they can get clogged and will need
cleaning. Refer to rigging diagram in datafile for mysteries of Tripe
rigging. My decal is out of register, and since Tripe wings are peculiar
narrow chord, good luck finding replacements. Aifix RE-8 fuselage
cockades seem to match size for Tripes fus. roundels...try Blue Rider
back issues or Americal.
P.S. Testor's Rust + Testor's Rubber = fair match for PC10. PC10
actually "iron oxide with a touch of lamp black."
Cheers,
Toby
--
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This e-mail has been brought to you by
- Riordan and Michelle Goodwin -
*****************************
Great Gift Ideas at
Jewels of the Silk Road
http://www.silkroadjewels.com
*****************************
------------------------------
Date: Sat, 24 Jan 1998 12:06:09 -0700
From: Charles Hart
To: wwi
Subject: Re: More SPAD info requested
Message-ID:
>I am working on a SPAD XIII in USAS colors and was wondering what the
>correct color of blue is for the roundels? Every decal sheet I have has a
>very different shade of blue ranging from french "lightish" blue, a mid
>bright blue to a very dark navy blue. This last is on the Aeromaster 1/48th
>SPAD collection which I am using the 22nd Aero markings for this project. I
>know there was much variation in the colors during the Nieuport28 period,
>but I thought by the time the SPAD was in wide-scale US squadron use that
>there was a more-or-less official set of colors for the national markings.
>
>Someone recently mentioned an article on the 22nd Aero in C&C magazine but
>I lost the e-mail. Could someone let me know what issue that was and also
>if there is any source for getting my hands on a copy of this?
>
>Also, a back issue of Over the Front magazine I have has an excellent
>article on the 94th squadron N28s in Toul. In this article it mentions that
>there would be a second part in a future issue that would deal with the
>94ths SPADs. Does anyone know if this article was ever done?
>
>Thanks,
>Patrick Gilmore
I would tend to favor the French "light" blue on the SPAD American
cockades. The machines were built and used in France, so this is logical.
If someone were nice enough to publish color views of the original fabric
removed from the NASM SPAD XIII (b&w photos of same appear in issue #107 of
WW I Aero) this would settle the question.
However if you look at the DH-4B on display at NASM, its cockades are
the darker blue, close to that used by the British. Post 1918 the blue
used in insignia tended to be pretty dark.
Charles
hartc@spot.colorado.edu
------------------------------
Date: Sat, 24 Jan 1998 19:23:47 EST
From: KarrArt
To: wwi
Subject: not forgetful!
Message-ID:
In a message dated 98-01-17 23:56:40 EST, you write:
<< I know you're busy with a 0/400 but hows about writing me up a more
detailed "how-to" on your Linberg OX-5 in exchange for that burnished
cowl method? At your liesure, of course.
Ernest.
>>
Howdy- a quickie to let you know I haven't forgot!
Robert
------------------------------
Date: Sat, 24 Jan 1998 20:46:33 -0500
From: Dave Watts
To: Multiple recipients of list
Subject: Article
Message-ID: <3.0.5.32.19980124204633.007db5b0@192.168.0.5>
>From: JUNGCLAUS
>Date: Fri, 23 Jan 1998 17:05:36 EST
>To: davew@wattstrainshop.com
>Subject: Article
>Organization: AOL (http://www.aol.com)
>X-Mailer: Inet_Mail_Out (IMOv11)
>
>The Final Trip to Guntersville =20
>
> If you=92ve ever been to a meeting
where the cherished possessions of a
>friend or family member who had
passed away are being sold or divided up you=92d
>know how Dave Watts and I
felt on Tuesday, January 20th.
> It was certainly with mixed emotions that
we headed back toward Indianapolis
>after leaving the closed Ryder Replica
Fighter Museum at Guntersville,
>Alabama. This was the 7th, and probably
the last, trip each us had made to
>that area, including the Ryder=92s
funeral. It had now been 3 years since
>either of us had been there and
seeing it again was very sad and nostalgic for
>the good times that the
place had generated.
> Except for the lack of the full scale Fokker
Eindecker weather vane atop
>the main building (which had blown down and
been wrecked), fewer exterior
>signs and the lack of visitors, the outside
was essentially unchanged.
> Dave and I went there on an appointment to
meet with Katie, Carolyn Ryder=92s
>sister, who had been placed in charge of
selling the assets of the museum. We
>were to find in short order that any
rumors of bargains were just that -
>rumors.=20
> Upon entering the back
door of the locked museum with Kenny, the last member
>of the museum=92s
staff and the temporary caretaker, we saw that everything
>looked
surprisingly intact. While most of the rotary engines which had been
on
>display were noticeable absent, most of the aircraft were still there.
Only
>one model kit, a Proctor/VK Fokker Dr I, and one or two solid display
models
>remained in the formerly full display cases but shirts and hats
were still
>available in abundance. Finished models still hung from the
ceiling and as if
>a reminder from better days, the original artifacts in
the cases remained
>largely untouched.
> Kenny gave us a tour of the other
hangars and we noted that except looking
>somewhat dusty and showing some
cobwebs everything looked as it had three
>years ago. Some of the planes
had been sold, such as the SPAD XIII and one of
>the Nieuport 28s but
nothing seemed to be missing. The engine and project
>storage area had many
engines removed from what we remembered but there were
>still at least 30
still in evidence along with several aircraft projects,
>including a full
scale DVII, several Fokker Triplanes. We also saw 4 or 5
>other projects in
other outside hangars.
> Dave had gone to Guntersville to attempt to buy
back items he had sold to
>Frank (based on the assurance that the museum
would be a very long term
>commitment) such as (2) MG 08/15 Spandaus, his
200 hp Ranger engine and maybe
>pick up an original Dietz oil painting. As
a licensed Class Three Weapons
>Dealer, Dave could have legally just
cancelled the transfer (to Frank), given
>them their money and regained
possession. As has been the case with many other
>issues, the lawyers nixed
it before it could start. The Ranger engine was
>missing several components
which Dave had included when he sold it to Frank,
>such as the hub, the
starter, the generator, carb and motor mount so the price
>to buy it back
of $8,000 seemed steep, to say the least. A Dietz painting
>which was sold
to Frank for about $5800 was STARTING at $8,000. It was said
>that the
price included the cost of the framing. There must be some
expensive
>framers in Alabama.
> I was looking for a Proctor Albatros DVa
kit and was interested in a
>Warner or Casa Tigre engine. I was also
interested in finding my 3d slides
>which I had loaned to Scott Ryder for
his publication but had not been allowed
>to get when I was there three
years ago, again by the =93lawyers=94. I was to get
>no slides.
> The price
of the Warners =91started=92 at $12,000 for an engine without logs, a
>hub, a
starter, a generator or exhaust manifold. For me it might as well
have
>been 12 million. Casa Tigres were =91starting=92 at $2,000 to $3,000 f=
or
engines
>Frank himself had told me he had paid $800. All the Proctor kits
had been
>sold.
> Virtually the first words out of Katie=92s mouth were
that she wasn=92t having
>a =91flea market=92. That was obvious. She had original
receipts and canceled
>checks for virtually everything Frank had bought,
stacks of current aviation
>publications and appraisals. As a former school
teacher, she had done her
>homework. Of the Aircraft left the full scale
Albatross was =91starting=92 at
>$100,000, the Nieuport 24, =91starting=92 $50,000.
I didn=92t ask about any others
>because whatever it the =91starting=92 price was
would have been more than I was
>willing to have gone into hock to pay.
>
Sometime, somewhere, somebody who does have the disposable cash MIGHT
spend
>that kind of money for some of those things. I MIGHT, if I were to
win a
>lottery. Most wouldn=92t. Most can=92t.
> For those of us in this
hobby who met with Frank Ryder, flew with him,
>laughed with him - and at
him, argued with him, dined with him and shared
>dreams with him consider
ourselves lucky. He shared his hobby by giving freely
>of his time to talk,
laugh, spin yarns with anybody interested in the era and
>he threw two of
the grandest World War I aviation parties the world will ever
>see. He was
a showman whose ostentatiousness could rankle jealous people who
>were less
giving.=20
> He wanted his Museum to last a hundred years and said just that
to many. He
>didn=92t write down and it lasted less than 4. His closest
advisors failed him
>and his dream. One can only wonder why. Soon the
collection will be dissipated
>to many storage areas away from view but for
a select few and probably never
>fly again. All we=92ll be left with is the
memories of the vision of a man who
>had the imagination, self-made means
and drive to do what most of us could
>only dream of.=20
> Dave and I are
each glad we shared in a piece of that dream. Too bad his
>=91museum=92 and
dream had turn into a mausoleum - for sale to the highest of
>highest
bidders.
>
>
>
>
>
>
>More On the Replica plans SE5a=20
>
>In a nice letter
from C.R. =93Gogi=94 Goguillot (one of the replica=92s designers)
>complimenting
us on the article on the Weight and Balance chart, there was
>included more
information about the aircraft. The C.G. Range was finally
>established at
16=94 aft of the leading edge of the bottom wing.=20
> Gogi also wrote,=94-while
on the subject of missing info, control movements
>are: Ailerons, up 5=94,
down 1=94, Rudder 6 1/2=94 left and right, andf elevator 6
>1/2=94 down and up.
All measured at the trailing edge from neutral.=94 He stated
>in his letter
that both of the governments of Australia and New Zealand have
>approved
the design for limited aerobatics and he can send a copy to
anyone
>interested. =20
> As well, he wrote =93SE5as were built with steel
tube undercarriage as well
>as spruce (spruce is prettier). Should any one
require we can send sketches of
>this mod on request.=94=20
> Finally, he
asked the source of my information that the working strength of
>the cable
1/8th=94, 1 x 19 lay stainless steel cable was 20% of the yield. I
>must
admit that I got it over the phone from the local dealer of the
cable
>which I have been using on my aircraft for almost 10 years and
almost 300
>hours. When I asked him he either looked it up in a
specification chart or
>asked someone else and they looked it up. I clearly
recall a minute or so
>delay in his answer. While it was not the first hand
kind of information I
>would have had by reading it for myself or seeing
the source, I have no reason
>to disbelieve that he gave it to me as he had
read it.
> I would like to compliment Goguillot and McGowen on their
design. In my
>estimation it is one the finest flying aircraft certainly
that I have ever
>flown. It=92s responsive and nimble without being touchy.
It=92s solid, reliable
>and comfortable. Only 3 other people, besides myself,
have flown my aircraft,
>my former father-in-law, a retired corporate pilot
with in excess of 18,000
>hours, my son Karl, a former aerobatic instructor
at the University of North
>Dakota and now an airline pilot with over 5300
hours, and Jim Zazas, a USAir
>pilot, aviation writer, Bronze Star Air
Force Veteran and one of the pilots of
>the EAA B17. After he landed and
taxied back to where I was standing Jim said
>=93this is the best aircraft I
have ever flown=94. I don=92t think he was just
>trying to make me feel good.
He was smiling too much!
> GREAT JOB, guys!
>
>Lieber Fred Murrin,=20
> Da
Sie scheinen zu denken, sind Sie der rote Baron=20
>und das falschste der
germanischen dominierenden Haltung angenommen zu=20
>haben, schreibe ich
Ihnen dieses Zeichen in Ihre angenommene Zunge.=20
> Anscheinend dachten
Sie, da=DF der Artikel, den ich =FCber die Maschinen=20
>Frank's kann das
"Hoarder des Southwest" beleidigt haben geschrieben=20
>hatte und der er
nicht uns mit seiner Anwesenheit beim Rendezvous segnen=20
>oder geneigt sein
konnten nichts haben zu w=FCnschen, mit uns zu tun.Er didn1t
>hat sogar die
H=F6flichkeit zum Reagieren auf unsere Einladung=20
>letztes Mal.=20
> Diesen
Artikel verwenden, dem didn1t sogar seinen Namen=20
>enthalten, da eine
Entschuldigung zum Zensieren meines Schreibens eine=20
>Beleidigung auf der
rechten Seite der freien Rede ist und den freien=20
>Austausch von Ideen
hemmt. Die Idee ist zu was wir unseren Bauteilen vom=20
>Anfang versichert
hatten, das dort w=FCrde sein kein Bearbeiten au=DFer=20
>laufendem spellcheck
kontr=E4r.=20
> Gl=FCcklicherweiseIST der neue Herausgeber mit mir
einverstanden. It1s=20
>verdammte gl=FCckliches, da=DF die Deutschen beide Kriege
verloren,=20
>andernfalls w=FCrde ihr Overbearing, bedr=FCckende Haltung, die Sie
scheinen=20
>lassen angenommen zu haben, mit der Freiheit des Ausdruckes
vorherschen,=20
>der das erste Opfer ist.=20
>Eingelegt,=20
>Fred=20
>
>Dear Fred
Murrin,
> Since you seem to think you are the Red Baron and have adopted
the worst
>of the Germanic dominant attitudes, I am writing this letter to
you in your
>adopted tongue.=20
> Apparently you thought the article which I
had written about the Frank=92s
>engines may have insulted the =93Hoarder of
the Southwest=94 and that he might not
>bless us with his presence at the
Rendezvous or be inclined to want to have
>anything to do with us. I=92ll
give you a clue, he doesn=92t want to deal with us
>anyway. He didn=92t even
have the courtesy to respond to our invitation last
>time.=20
> Using that
article, which didn=92t even contain his name, as an excuse to
>censor my
writing is an affront to the right of free speech and inhibits the
>free
exchange of ideas. The very idea is contrary to what we had assured
our
>members from the beginning, that there would be no editing save
running
>spellcheck.=20
> Fortunately, the new editor agrees with me.
It=92s damned lucky that the
>Germans lost both wars, otherwise their
overbearing, oppressive attitudes,
>which you have seem to have adopted
would prevail with the freedom of
>expression being the first
victim.
>Regrettfully submitted,
>Fred
>
>
>
>
------------------------------
Date: Sat, 24 Jan 1998 17:57:20 -0800
From: "Gillian & Ray Boorman"
To:
Subject: Re: Dh-1A
Message-ID: <000a01bd2934$a33d8c80$0718c2cf@rayboorm>
The one peice I left out was that the builder was standing right next to the
guy flying the model, he was quite the willing partner. However you are
right, I always worked on the policy of you break it you at least pay for
replacement of part or model.
Ray Boorman
-----Original Message-----
From: Don RInker
To: Multiple recipients of list
Date: Saturday, January 24, 1998 9:48 AM
Subject: Re: Dh-1A
>
>-----Original Message-----
>
>Great horror story!! That oughta keep everybody sufficiently scared... ;-)
>
>If the "expert" was any kind of a gentleman, he would have replaced the
>plane
>or made it up in cash. That sort of "test" flight was totally
irresponsible.
>Ive never
>seen or heard anything like that in twenty years of R/C.
>
>Our club policy has always been, cause a crash, pay the victim..
>
>
>
>
------------------------------
Date: Sat, 24 Jan 1998 20:54:39 -0600
From: mbittner@juno.com
To: wwi
Subject: Re: Early Nieuport help
Message-ID: <19980124.205440.13126.2.mbittner@juno.com>
On Sat, 24 Jan 1998 17:15:58 -0500 KarrArt writes:
> If it's not too late, I've found a couple of shots that show
> early Nieuport 2-color camouflage. You might already have
> them-Nieuport 11 #1135 in German hands from C&C US V10 #3.This
> same picture was in a later Winsock but the C&C print has much
> better contrast and it's easier to see the demarcations.This
> plane has some kind of torch-like insignia on the side The other
> shot is from Winsock V9 #6 and shows a N.12. Both pics are from
> the rear and reveal somewhat of the pattern on the top of the
> wings.
There's also a great picture of Bert Hall's Nie.11 in C&C US Vol
2 No 1 with wonderful demarcation lines. That's what I used.
Thanks for the heads up, though!
Matt Bittner
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------------------------------
End of WWI Digest 861
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